Automatic fender and brake for automobiles.



' A. D. BARTH. AUTOMATIC FENDER AND BRAKE FOR AUTOMOBILES.

APPLICATION FILED JULY 27, 1911.

Patented Jan. 28, 1913.

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WITNESSES=- INVEN GR 2 MM W L A T'EORNEY.

A. D. EARTH. AUTOMATIC FENDER AND BRAKE FOR AUTOMOBILES.

APPLICATION FILED JULY 27, 1911.

Patented Jan. 28, 1913.

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ATTORNEY.

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M w; n m i a Q a A APPLIUATION FILED JULY 27, 1911.

AUTOMATIC FENDER AND BRAKE FOR AUTOMOBILES.

wn E ifinnam m WITNESSES:

A. D. EARTH. AUTOMATIC FENDER AND BRAKE FOR AUTOMOBILES.

W in APPLICATION FILED 'JULY 27,1911. 1,051,.3 J90 Patented Jan. 28, 1915.

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vehicle to stop. And in order thatthe in- :fication. it

STATES PATENT OFFI ALBERT D. EARTH, 0F PHILADELPHIA, PENNSYLVANIA.

AUTOMATiC FENDER AND BRAKE FOR AUTOMOBILES.

Specification of Letters Patent.

Patented Jan. 28, 1913 Application filed July 27, 1911. Serial No. 640,896.

To all whom it may concern:

Be it known that I, ALBERT D. EARTH, a citizen of the United States, residing at Philadelphia and State of Pennsylvania, have invented certain. new and useful Improvements in Automatic Fenders and Brakes for Automobiles,.of.which thefollowing is a specijMy invention pertains to an automatic fender and brake fo-r automob1les and has for its object to provide'a safety device for attaching to automobiles and other power.-

Clrivell Vehicles, first, to automatically op: crate upon strikmg'a person, second, to operate quicker than the speed of the auto-- mobile, and third, coincident with the operation of the fender, to release the clutch from the engine or motor and to automatically apply thebrakes, thereby .causing the vcntion may betho-roughly understood as to construction and operation, reference will be made to the accompanying drawings, wherein like letters denote like parts.

Therefore, Figure 1 is a side elevation" of. an automobile equipped with my fender. Fig. 2, a side elevation of my invention with part of the automobile indotted lines.

F ig. 3, atop plan of my fender showing the arrangements of partsto operate the same. Fig. 4, a front elevation of an automobile with my fender attached and. shown in solid and dotted lines. Fig. 5,' a front elevation of the saddle, which supports the fender, pivotally mounted to a clamp secured to the front axle. Fig. 6, a top plan of the saddle,

showing the projecting arm which is engaged by the rod connecting the two front wheels of an automobile. Fig. 7, a cross sec-. tion on the line X X of Fig. 6, showing in side elevation the arm projecting from the saddle, and also the construction of and methcd of securing the clamp to the front axle. Fig. 8, a cross section on the line X X of Fig. 7 showing how the connecting rodof the front wheelsof an automobile are held engaged with the arm projecting from the saddle. .Fig. 9, a transverse cross section through the operating mechanism, when the mechanism is in its normal position. Fig.

10, a transverse cross section through the operating mechanism, when the mechanism is in a positionafter operating. Fig. 11, a side elevation ofthe-o-perating mechanism; when the mechanism is in its normal posiin the-county of Philadelphia I tion, with the complete attachments for also operatingthe clutch and applying the brake.

'Fig. 12 a side elevation of the operating mechanism, when the mechanism is in a position after operating, with the complete attachments operating the clutch and applying the brake. Fig. 13, a cross section on the'line X X of Fig. 11, of the valve in'a position prior to o oration by a backward movement of the ender. Fig. 14, a cross section on the line X X of-Fi 12', of the valve after operation by the bacfiward movement of the fender. Fig. 15, a cross section of the valve after being moved by hand in order t'o establish the normal relation of the mechanical parts shown: in Figs. 2-3-9 and 11. Fig. 16, a vertical cross section of the clamp attaching the fender to the operating mechanism. Fig. 17, the active end or piston rod of the operating mechanism whlchis engaged by the clamp attached to the fender. Fig. 18, a top plan view showing how the wheels of the automobile, moved to ide the vehicle, likewise move the sad dle, Figs.'2 35 6, so that the fender also is moved in the same direction. Fig. 1.9 is

a side elevation of the front part of an automobile equipped with my fender and illus- 'fender. Fig. 26 illustrates a detail relating to the secondary part of the fender.

In my invention are two main parts the primary or active, and the secondary or inactive, both with their respective details of construction. I

The secon'dary'comprises a pocket U of canvas or other suitable material, removably engaged at its upper ends by\ l1oohs T to a ring T attached to both mud guards T, T, of an automobile, as in Figs. 1-4f19 '-20 and the enlarged detail view 26. The lower end of this flexible pocket U is securely at tached .to a cross bar V, as in Figs. 1-4-19 and 20. This bar. V engages parallel bars W and W, as shown in dotted lines in Fig.

4, by hinge joints V as in Figs. 1, 19,'and the enlarged detail view 24, wherein a bolt V passing from side to side of IV or W through projections on V, constitutes the The upper ends of W and W arehinge. hinged V as in Figs. 1, 19 and 20, to an eye ring W as in Fig. 24, wherein the-hinge V consists of a bolt V passing from'side to side of WV or W through a lug integral with eye ring W The eye rings. W are engaged by bolts W as in Figs. 1-4.1920 and 24. The bolts are the bolts employedto attach the forward-ends of the leaf springs of an automobile, to the forward ends of the frame. And all for the purpose to be hereinafter described andset fort-h.

The primary or active part consists of a frame slidably attached to-the piston ofa' cylinder and another cylinder with piston attached to mechanism for disengagingthe clutch of the engine or motor andalso to apply the brakes ;'both pistons rendered active by fluid pressurecreated and stored'by the engine or'motor.

In the primary or active part, a frame A, of the design illustrated, is slidably mounted in the sleeves B, B, Figs. 2-56 and 18.

The sleeves B, B, are of the saddle 0, Figs. 56 and 18, and the saddle is enlarged equidistant from the sleevesB, B, to form a table to correspond ,to the lower part of the-clamp D, Figs. 5 and 6. The clamp D .isin two parts, D being the main part and D the removable-part, the construction being shown in Fig. 7. This clamp D engages the'front I axle by means-of the bolt D passing through and holding D to D, as in Figs. 23-6 and 7 A bolt C passes from the under side of saddle C to within and between the lower part of D and D as in Fig. 7. The bolt C is the pivot upon which the saddle C turns.

An arm C projects from the saddle C and the end is pierced, both'sides of the aperture 5 being concaved C as in-Fi'gs- 5-6-4 and 1 19-22 and 23 ;the hinge 1s formed by overlapping the metal as in Fig. 23, with the ends partly vertical meeting a vertical seat as at A Fig. 22; the bolt'A- Figs. 22 and 23, constituting the hinges. The rear end of frame A is curved, Figs. 3 and 18 to correspond to the are scribed when the frame is turned to right or left in the saddle C.

The cylinders are secured to the under side of the transmission case by straps Z Z,

as in Figs. 1'2-19 and 21. Both cylinders, E and E, 3.9 and 10, have piss tons F and F with packing gaskets'F and i F Piston F has a T-shaped split coupling G, for engaging the curvedend A of the frame A, as in Figs. 3'9--10 and 18. This coupling G is held to piston F by a bolt G",

Fig. 16, and the endof piston F is curved as at F F, Fig. '17, to permit a slight movement to either side of coupling G when frame A is moved. sidewise. Piston F, as in Figs. 11'

and 12,. is connected by bolt H to an arm H whichis secured by a bolt H to an offset H integral with the casting of the cylinder E. The upper end of arm H, Figs. 11 and 12, is connected by bolt H 'to a bar I, the

opposite 'end of which has an eye I engaged by bolt I to an arm J secured to cross bar K, and to this cross bar K, is secured the pedal K, Figs. 2 and 3, used to apply the brakes, the connection for the same being indicated at'J", Figs. 23 11and 12.- Attached by'thebolt I Figs. 21-1 and 12, is

a bar L having an eye L engaged by a bolt L secured to the arm M tothe cross bar N.

And it is to this cross bar N Figs. 2- 311 and 12, to which is secured the pedal N used to throw in or disengage the clutch.

F romthe foregoingit is shown that by reason oNcheeye L in bar L that the clutch pedal may be 'nfove'd forward to disengage the clutch, without interfering with the mechanism arranged to piston F, and also that'the brake pedal, by reason of the eye 'I in bar I may be moved forwardto apply the brakes without interfering-with the mechar nism attached to piston F.

In Figs. .39-1011 and 12, O is a valte' secured by a bolt 0 to an offset integral 1 with the cylinders. Secured to the valve are two arms P and P, Figs. 9 and 10. The arm P is back of and in alinement with the offset R on the piston F, Fig. 9. The other arm, P, is engaged bya bolt P to arod S movable in'a hangers secured-to the frame of the motor car, as in Fig. 25. The'valve O has four openings: 0, which also is the supply pipe from the air tank, as in Figs.

39 and 10-O which also is the pipe to back of pistons F and F in cylinders E and E-O which also is the pipe to the front or rod-side of pistons F and F in the cylinders E and E, all as in Fi s. 9 and 10,-QP, a-vent" for the by-passes and Q, F igs. 13-14 and 15. q

The air tank, Fig. 3, is charged with air by a pump operated by the-engine or motor, -or by suitable automatic connectionto' one or several cylinders of the engine tolbeco me charged by the gases exploding therein.

In Figs. 14 and 19, are either light chains or straps connecting W and W to frameA, to move the pocket U as the frame A is moved when the automobile is steered. Y

Certain details havingbeen described, the operation of the fender with clutch release and. brake application, is as follows :-"the lttli automobile is moving forward, and all parts of the fender and fender-operating mechanism are in their normal position as shown in F igs. 123-911 and 13, and assuming-that a pedestrian is struck :'the forward end of frame A upon striking, will bend downward and be caught by the springs a a a, Figs. 124:19 and 20, which, sliding upon the surface of the road, will eliminatethe road as a possible immovable obstruction to the frame coincident to this movement, there likewise occurs a backward movement of the frame A, owing, to the obstruction, thereby imparting a slight backward movement of -piston F, until the offset R, Fig. 9, has

moved the arm P of the valve 0, Fig. 10, backward and turning valve bringsthe by-pass Q, Fig. let, to connect supply pipe 0 to 0?, thereby permitting the air to pass from the air tank to back of pistons F and -F, forcing F quickly forward and also frame A, as in Figs. 1012 and 19, and at the same time forcing piston'F' backward,

, mg a sleeve M of the clutch, against the spring M held upon the shaft 'M by the fixed sleeve M thereby disengaging the clutch, and the same movement transmitted through J upon K to J applies the brakes, causing the car to stop.

Assuming the person to have been upset and thrown backward into pocket U, by

' reason of the quick motion forward of the frame A, the driver of the automobile resets the mechanism by pulling upon the rods attached to arm P by bolt P, until the bypass Q' connects the supply pipe 0', Fig. 15,

to O, which connects by pipe line, Figs. 9.

and 10, to the front or rod side of the pistons F and F, and the air from the'air tank entering the cylinders E and E causes the said pistons to return to their normal position, as in Fig. 9 :the small ventQ assures a gradual return of the pistons, since upon moving the valve byrods, brings the by pass Q, Fig. 15, to connect 0 with the vent Q permitting the air to escape from the opcrating side of the cylinders.

When. in the garage or parked the frame A, and pocket U, upon W and W are lifted up and back, as shown in Fig. 21. And when it is necessary to crank the engine, either upper end of pocket U is easily unhooked and dropped, as shown in Fig. 20.

Modifications can be made in design and construction and location of one or all features of the invention, such as Wlll be necessary to adapt the fender and operating mechanism to cars of different makes, without departing from the spirit of the invention, and I therefore do not wish to be limited to the exact construction shown.

Having fully described my invention what I claim as new and desire to secure by Letters Patent is:

1. In an automatic -fenderincluding a clutch-disengaging and brake-applying construction for automobilesa tank charged with fluid pressure by the engine or motorsaid tank connected toa valve-the valve connected to each end of two cylinders disposed beneath the transmission case--pistons in said cylinders-one piston engaging an arm between its fixed and movable endsthe movable end connected to a bar engag ing an arm upon the brake pedal shaft, another bar therefrom to an arm upon the clutch pedal shafteyes in the two bars at points of engagement upon the aforementioned arms- 21. connection from the clutch pedal shaft to the clutch :the other piston connected by a sleeve to a frame-the frame 'slidable in a saddle swung upon a clamp secured to the front axle'an offset upon said piston to engage an arm integral with the vziilve to which motion is imparted by a backward movement of the frameT-a bypass in said valve whereby upon rearward movement of the frame fluid pressure is allowed to enter said cylinders-effecting the pistons therein to disengage the clutch-apply the brakes and rapidly project said frame-in combination with a flexible frame attached to the automobile frame above the operating frame-said flexible frame connected to the under frame-a pocket of pliable material attached to the flexible frame and guards of the automobile-all substantially as and for the purpose described and set forth.

2. In an automatic fender-including a clutch disengaging and brake applying the tank-a valve disposed between the. connectionsby-passes-in the valve-two arms integral with the valve-pistons in said cylinders-pin and, slot connections frorn'one piston to brake pedal shaft and clutch pedal shaft arranged so as not to interfere with the manual operation of said brake pedal shaft and clutch pedal shaft-an offset upon the other piston adjacent to one of the arms of said valve-a sleeve upon the end of the piston engaging a frame movable in a saddle swung'upon-a clamp secured to the front axle-said frame upon being moved backward causes the ofiset upon the piston to impinge an arm of the valve-turning said valve to aline one by-pass to transmit pressure through pipe from the tank to the cylinderseifecting movement to pistons in said cylinders to coincidently disengage the clutch-apply the brakes and project the frame-4n combination with a frame hinged at upper end and lower cross bar-the upper end attached to the frame of the automo-- 3 and set forth.

side of.the forwardiend o '3. In .an'automatic fenderi'ncluding a clutch -disengaging and brakeapplying mechanism for automobiles :a frame movable in a saddle swung upon a clam secured to the front axle-springsu on t e'under the frame hinge. joints between the forward, end of frame and said 'saddle--the rear end of frame curved to correspond with the arc of .its lateral movement''the piston of a cylinder connected to a sleeve engaging the rear end of said framean adjoining cylinder, with'the piston connected to ,a rocker arm arranged with link' bars connecting the brake pedal shaft and clutch pedal shaft a connection from clutch .pedal' shaft to .clutch -a valve connected to, both ends of said cylinde'rs ,by-passes anda vent in said valvetwo arms integral with the valve-* one arm for engagement by an oflset upon the-piston connected to the framea pipe connection from the valve to a tank auto- .-1natically kept charged with fluid pressure by the en nethe fluid pressure entering ersmov1ng the pistons therein said cylin to impart movement to rocker arm and the link bars to disengage clutchapply' the brakes. and project the aforementioned.

valve and alining one by-pass to transmit the fluid pressure by pipe to said cylinders a rod connected .to the other arm of the" valve to reverse the valve'and direction of fluid pressure through pipe to cylinders to re-arrange the pistons with frame-clutchdisengaging and brake-applying mechaand pipe connections to a "vent to allow nis1n-said reversal alining the first by-pass 1 effect first stated operation-in combination a with an auxiliary frame attached to the frame of the automobiledisposed above theop'erating'frame?said auxiliary hinged attop and bottoma flexible pocket attached to said frame -the pocket removable from attachment with upper supports-a connection betweensaid frames to move the upper frame coincident with the lateral movement of the lower framewboth fra s free. to be lifted and folded back-all su stantially'as and-for the purpose described and set forth.

In testimony whereof I have affixed signature in presence oftwo witnessest ALBERT D. BARTH.

|..op ies' of this patent may be obtained for five cents each, by addressing the Commissioner-of Patents,

' Washington, D. C. 

